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Quick Drive: 2012 Cadillac CTS-V Coupe

Story and photographs by Benjamin Greene

Originally published by Dupont Registry: http://www.dupontregistry.com/autos/NewsCenter/NewsCenterDetails.aspx?mmysid=4175

We walked away from our 2011 Cadillac CTS-V Coupe test car smitten with
nearly every aspect of its design, performance, fit and finish, and
technologies. When a 2012 model appeared in our parking lot last
week, we were excited to reacquaint ourselves with what some of
considered an old friend. Since little has changed externally from 2011
to 2012, we will only reiterate our initial feelings about the CTS-V Coupe:

In our eyes, the lines on the CTS-V Coupe represent the best use of
Cadillac’s Art and Science design language to date. The coupe is just
drop-dead gorgeous. It is both cutting edge and classy. It takes the
best angle of the sedan—the front—and adds the right curves and lines to
the back and profile to make it an absolute stunner. It is shorter and
lower than the sedan that spawned it. It also features a faster
windshield rake, nearly flat rear window, and touchpad door openers that
purge the need for conventional handles and give the profile a clean
look.

Cadillac calls the CTS-V Coupe the “most dramatic model in the V-Series
range of high-performance luxury models,” and although it has been
awhile since we set foot into the sedan or wagon, our memories remind us
that it is also the best performing. It’s easy to understand why. The
coupe weighs 13 pounds less than the sedan and a more astonishing 183
pounds less than the wagon. It also features shorter overhangs and a
slightly wider rear track.

Like the sedan, the CTS-V Coupe wears a larger grille to increase the
consumption of air and a raised aluminum hood to fit an Eaton Twin
Vortices Series (TVS) supercharger onto the 6.2-liter V-8 engine.
Together, the engine and supercharger produce 556 hp and a menacing 551
lb-ft of torque and, as you can see from the pictures, all-too-easy
burnouts if the stability-control system is switched off. Cadillac
claims a 3.9-second zero-to-60 time, and our in-seat impressions would
agree. The engine can be connected to a Tremec six-speed manual or a
Hydra-Matic six-speed automatic transmission. Our test cars have all
been the automatic variety, and, although we would normally opt for the
manual in our personal vehicles, we found exactly zero issues with the
automatic.

Alongside the most powerful engine ever fitted under a Cadillac’s hood
is a large assortment of performance-enhancing parts. These include
Magnetic Ride Control, Brembo brakes—six-piston calipers at the front
and four-piston calipers at the rear, a limited-slip rear differential,
and Michelin Pilot Sport PS2 performance tires mounted on 19-inch forged
aluminum wheels.

The CTS-V Coupe interior was also well received. It continues the
outside’s angular styling complemented by a host of classy materials.
But, by far the best part is the 14-way-adjustable Recaro driving seats
with suede microfiber inserts. They do a remarkable job of cradling the
two front occupants and providing excellent lateral support.
Complementing the performance seating is a thick steering wheel.